Pneumatic appliance for cars.



No. 852,117. v PATBNTED APR. 30, 1907.

I G. H. HOLLINGSWORTH. PNEUMATIC APPLIANCE FOR GAR S.

APPLICATION FILED FEB. 12. 1997.

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No. 852,117. 1 PATENTEDAPR. so, 1907. I G. 11. HOLLINGSWORTH.

' PNEUMATIC APPLIANCE FOR GARS1 APPLICATION FILED FEB. 12, 1907.

WZTA EEE" GEORGE H. HOLLINGSWORTH, OF BELMONT, MASSACHUSETTS, ASSIGNOR TO CONSOLIDATED CAR FENDER COMPANY, OF PROVIDENCE, RHODE ISLAND, A CORPORATION OF RI-IODE ISLAND.

PNEUMATIC APPLIANCE FOR CARS.

Specification of Letters Patent.

Patented April 30, 1907.

Application filed February 12, 190 Serial No. 357,084.

To all whom, it may concern.-

Be it known that I, GEORGE H. HoLL1Nes WORTH, a citizen of the United States, residing at Belmont, in the county of Middle sex and State of Massachusetts, have invented a new and useful Improvement in Pneumatic Appliances for Cars, of which the following is a specification.

This invention has reference to an im provement in cars and more particularly to an improvement in pneumatic appliances adapted for use on street cars provided with fenders held normally raised above the track and adapted to be dropped upon the track in case an obstruction appears in front of the car.

The object of my invention is to provide a street carhaving fenders with a pneumatic emergency appliance adapted to drop the fender to the track, set the brakes, and to raise the fender into its normal carrying position, Without the motorman leaving the car.

A further object of my invention is to provide a street car with a pneumatic appliance (for operating the fender and brakes) which is operatively connected with the present air brake system and so constructed that either may be operated independent of the other.

My invention consists in the peculiar and novel construction of a pneumatic emergency appliance for street cars adapted to drop the fender, set the brakes, and to raise the fender, said pneumatic appliance having details of construction, as will be more fully set forth hereinafter and claimed.

Figure 1 represents a side view of the forward end of a street car partly in section and provided with my improved pneumatic emergency appliance for dropping the fender to the tracks, as shown in broken lines, setting the brakes, and raising the fender to its normal position, as shown in full lines. Fig. 2 is a vertical transverse sectional view taken on line 2 2 of Fig. 1, showing the controlling valves and pistons. Fig. 3 is a top plan view of my improved pneumatic appliance, showing the same operatively connected with the regular air brake system and with the body of the car removed. Fig. 4 is an enlarged detail sectional view taken lengthwise through the emergency valve for dropping the fender and setting the brakes. Fig. 5 is a transverse sectional view taken on line 5 5 of Fig. 4 through the emergency valve. Fig. 6 is a transverse sectional view through the emergency valve taken on line 6 6 of Fig. 4. Fig. 7 is an enlarged detail sectional view taken lengthwise through the auxiliary valve for raising the fender. Fig. 8 isa transverse sectional view through the auxiliary valve taken on line 8 8 of Fig. 7, and Fig. 9 is an enlarged detail sectional view of the latch for holding the fender in the raised or normal position.

In the drawings, a indicates the floor of the car, I) b the usual 'l'loor beams, c, the dasher, e the fender, fthe combined motor and air pump, 9 the compressed air cylinder, h the brake mechanism, i the brake piston cylinder, k is the emergency piston cylinders, Z Z the auxiliary piston cylinders, m the emergency valve, n the regular air brake valve, 0 the auxiliary valve, p the pipe from the air pump f to the compressed air cylinder 9, 1" r the pressure pipes leading from the air cylinder g to the emergency valve m and from the emergency valve to the brake valve n, s s the pipes from the brake valve n to the emergency valve m and from the emergency valve to the brake piston cylinder i, t t the pipes from the brake valve n to the emergency valve m and from the emergency valve to the emergency piston cylinders it It, a the pipe leading from the pressure pipe 1" to the auxiliary valve 0, and v the pipe from the auxiliary valve to the auxiliary piston cylinders Z Z.

The fender e may be of any adaptable construction. In the preferred form the fender consists practically of a vertical frame 10 constructed of curvedspring slats secured to the end of the car and a forwardly-extending horizontal frame 1 1 of curved rods secured to a rock shaft 12 which is supported in bearings 13 13 on the underside of the floor beams b b. Two levers 14 14 are each pivotally secured at one end to the frame 1 1 of the fender adjacent the rock shaft 12 and engage with a stud 15 on the frame 11. These levers 14 14 extend in a horizontal position toward the center of the car and through vertical slots in the brackets 16 16 secured to the floor beams b b. Each bracket has a latch 17 in the form of a bell-crank lever having the horizontal arm 18 and the downwardly-extending arm 19 and pivotally secured in the bracket in a position for the end of the arm 19 to engage with the lever 14 and hold the frame 11 of the fender in a position to clear I10 the roadbed, as shown in full lines in Fig. 1. A spring actuated pin in the bracket 16 engages with the arm 18 of the latch and holds the same in its normal position, as shown in Fig. 9.

The combined motor and pump j, the air cylinder g, the brake mechanism It, and brake piston cylinder 4 all form a part of the regular air brake system of a car.

The emergency piston cylinders it It form. a part of or are secured to the brackets 16 16. Each cylinder has the usual piston 21, the stem of which is connected to the arm 1.8 of the latch 17, as shown in Fig. 2. The auxiliary piston. cylinders Z Z have the usual pistons 23 23, the stems 24 24 of which are conneeted with the levers 14 1.4. These piston cylinders are su )ported on the brackets 16 16 under the levers 14 14, as shown in Figs. 1 and 2.

The emergency valve m is of a plug form. having a casing 25 to which the pipes r r, s s and t t are connected in the usual way, the oppositely-disposed openings 26 26, 27 27, and 28 28 coinciding respectively with the openings in the pipes r, s and t, the exhaust vents 29 and 30 in the side of the casing on a line with the openings 28 28, a cylindrical plug 31 in the casing and having the trans verse port 32 coinciding with the openings 26 26, the transverse port 33 coinciding with the openings 27 27, the groove 34 extending lengthwise in the side of the plug from a position on a line with the pipe 1 to a position on a line with the pipe 8, the short transverse grooves 35 and 36 in the side of the plug connecting the openings 28 28 with the exhaust vents 29 and 30 with the valve in its normal position and the operating lever 37 on the end of the plug 31, as shown in Figs. 4, 5 and 6.

The air brake valve a may be of any well known form adapted to be connected to the upper ends of the pipes r, s and t and having a. duct connecting the pipes r and s when in the braking position, a duct connecting the pipes r and i when in the exhaust position and a lever 38 for operating the valve, as shown in Fig. 1.

The auxiliary valve 0 is similar to the emergency valve m and is constructed to have a casing 39 to which the pipes u and n are connected, the openings 40 and 41 coinciding respectively with the openings in the pipes at and r), the exhaust vent 42 in the side of the casing, a cylindrical plug 43 in the easing and having the groove 44 extending lengthwise in the side of the plug from a position on a line with the pipe a to a position on a line with the pipe o, the short transverse groove 45 in the side of the plug connecting the opening 41 with the exhaust vent 42 with the valve in its normal position and the operating lever 46 on the end of the plug 43, as shown in Figs. 7 and 8.

In the normal running condition of the car the braking is controlled by the lever 318 of the regular brake valve 11, the air pressure coming from the air cylinder through the lower pipe 'I', the port 32 .in the emergency valve m and the upper pipe 1* to the brake valve n, where it is controlled through ports in the valve to operate the brake mechanism 71 through the upper pipe 3, the port :13 .in the emergency valve m, the lower pipe and the brake piston cylinder i or to exhaust from the pipe 8 through the upper pipe t, the transverse groove 35 andv the exhaust vent 2.) in the emergency valve m. In case of an emergency, such as a person or an. obstru tion on the track, the mo torman depresses the lever 37 of the emergency valve in to bring the groove 34 in the plug in a position to eonneet the pressure pipe 1" with the pipes t and s. The air pressure new acts through the pipe 1 on the pistons 21 21 to operate the la tehes 1? 17 which, releasing the levers 14 14 allows the forward end of the fender c to drop to the track, as shown in broken lines in Fig. Land simultaneously the air pressure acts through the pipe 8 on the brake piston cylinder 7' to set the brakes and stop the car. hen the obstruction is removed the lever 37 on the emergei'iey valve or is raised into its normal position. The air from the piston .-y..i11de1's /t l now exhausts through the pipe '6, the groove 36 and the exhaust vent 3-31), and the air l'ron'r the brake piston cylinder i exhausts through the pipe 8, the port 33 in the omen genoy valve 772, an exhaust port in the brake valve a (not shown), the upper pipe ii, the groove 35, and the exhaust vent 26 in the emergency valve m. The lever 16 on the auxiliary valve 0 is now depressed to bring the groove 44 in the plug .in a position to connect the pipe a with the pipe n. The air pressure new acts through the iipe r, the pipe 'Lt, the groove 44, and the pipe p on the pistons 23 23 to depress the levers 1-1 14 and raise the lender c into its normal carrying position, as shown in full lines in. Fig. 1. The levers 14 14 are now hold by the latches 1T 17. The lever 46 new raised into its normal position and the air from the piston eylindors Z Z exhauss through the pipe 1:, the groove 45 and the exhaust vent 42, in the valve 0.

it is evident that by chzuiging the position of the groove 44 in the plug of tl auxiliary valve 0, this valve could be connected to the cmergei'icy valve m or formed integral with the valve I'll, thereby eliminating the lever 46 without materially all'eoting the spirit ol' my invention.

l laving thus described my invention, i claim as new and desire to secure by Letters Patent 1. In a car having a lender and an air brake system, means operatively connected with the air brake system and the lender adapted to drop the fender, set the brakes, and raise the tender to its normal carrying position.

2. In a car having a fender and an air brake system, means operatively connected with the air brake system and the fender adapted to hold the tender in a position to clear the roadbed, to drop the fender to the roadbed, set the brakes and to raise the fender to its normal carrying position.

3. In a car having a tender and an air brake system, means operatively connected with the air brake system and the fender adapted to hold the tender in a position to clear the roadbed, to drop the tender to the roadbed, set the brakes, raise the fender to its normal carrying position and to release the brakes.

4. In a street car having a tender and an air brake system, pistons operatively connected with the tender and the air brake system and an auxiliary valve operatively connected with the pistons and the air brake system, whereby on operating the auxiliary valve the fender is raised to its normal carrying position.

5. The combination with a street car having a fender and an air brake system, of pistons operatively connected with the air brake system and the fender, an emergency valve operatively connected with the air brake system and the pistons, pistons operatively connected with the air brake system and the tender and an auxiliary valve operatively connected with the air brake system and the last-named pistons, whereby on operating the emergency valve the fender is dropped to the roadbed. the brakes set and the brakes released and on operating the auxiliary valve the fender is raised to its normal carrying position.

6. The combination with a street car hav ing an air brake system with a controlling valve and a tender pivotally secured to the car, of levers on the fender, latches adapted to engage with the levers and hold the tender in its normal carrying position, pistons operatively connected with the latches and the air brake system and an emergency valve operatively connected with the air brake system and the pistons, whereby on operating the emergency valve the brakes are set and the latches are operated simultaneously by the pistons to release the levers and allow the fender to drop to the roadbed.

7. The combination with a street car having an air brake system with a controlling valve and a tender pivotally secured to the car, of levers secured to the fender, pistons operatively connected with the levers and the air brake system and an auxiliary valve operatively connected with the air brake system and the pistons, whereby on operating the auxiliary valve the levers are depressed and the fender raised to its normal carrying position.

8. The combination with a street car having an air brake system with controlling valve and a tender pivotally secured to the car, of levers on the fender, latches adapted to engage with the levers and hold the fender in its normal carrying position, pistons operatively connected with the latches and the air brake system, an emergency valve operatively connected'with the air brake system and the pistons, pistons operatively connected with the levers and the air brake system and an auxiliary valve operatively connected with the air brake system and the lever pistons, whereby on operating the emergency valve the fender is dropped to the roadbed, the brakes set and the brakes released, and on operating the auxlliary valve the fender is raised to its normal carrying position.

9. The combination with a street car of a fender a one member of which is pivotally secured to the car, brackets 16 16 secured to the car, latches 17 17 in the brackets, levers 14 14 on the fender extending through slots in the brackets, a combined motor and air pumpf, an air cylinder 9, a brake mechanism h, a brake piston cylinder i, the emergency piston cylinders 7c lc having the pistons 21 21, the stems 22 22 on the pistons operatively connected with the latches 17 17, the auxiliary piston cylinder Z Z having the pistons 23 23, the stems 24 24 on the pistons operatively connected with the levers 14 14, an emergency valve m, an air brake valve n, an auxiliary valve 0, apipe p connecting the airpump f with the air cylinder 9, the pressure pipes r 1 connecting the air cylinder 9 with the emergency valve m and the air brake valve n, the pipes s 8 connecting the brake valve 'IL with the emergency valve m and the brake piston cylinder i, the pipes t t connecting the brake valve n with the emergency valve m and the emergency piston cylinders 1; 1c, the pipe a connecting the pressure pipe 1" with the auxiliary valve 0 and the pipe 1; connecting the auxiliary valve 0 with the piston cylinders Z Z, as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

GEORGE ll. HOLLINGSWORTII.

Witnesses:

ADA E. HAGERTY, J. A. MILLER. 

